Propeller-governor.



No. 678,228. Patented my 9, 190|.

F. s. Gunmen.

PROPELLER GDVERNDB.

No. 678,228. Patented my 9, |901.

F. s. conmEn. Y

PROPELLER GOVERNOR.

(Application filed. Nov. 16, 1900.)

(No Model.) 2 Sheets-Sheet 2` A fro/ww.r Ys..

UNITED STATES PATENT OFFICE.

FRANK SIMON CORMIER, OF MONCTON, CANADA.

PROPELLER-GOVERNOR.

SPECIFICATION forming part of Letters Patent N o. 678,228, dated July 9, 1901. Application iiled November 16, 1900. Serial No. 36,722. (No model.)

T0 all whom/ t may concern:

Beit known that 1, FRANK SIMON CORMIER, a subject of the Queen of Great Britain, and a resident of Moncton, in the Province of New Brunswick and Dominion of Canada, have invented a new and Improved Propeller-Governor, of which the following is a full, clear, and exact description.

This invention relates to improvements in governors for propellers of steamships; and the object is to provide a governor of simple construction and automatically controlled to prevent racing of the propeller-shaft when the propeller-Wheel rises out of the Water.

I will describe a propeller-governor embodying my invention and then pointout the novel features in the appended claims.

Reference is to be had to the accompanyingY drawings, forming a part of this specication, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a sectional elevation showing a governor embodying my invention as applied to a vessel. Fig. 2 is a section on the line scm of Fig. 1; Fig. 3 is a section similar to Fig, 2, showing the parts in a different position. Fig. 4 is a partial section and partial elevation of a controlling-valve employed. Fig. is a d'etail to show the inlet and exhaust ot a working cylinder.

Referring to the drawings, l designates a propeller-shaft on'which is the usual propeller-wheel2. Connected to the shaft l, within the hull of the vessel, is a brake-Wheel 3, preferably consisting of sections bolted together, as indicated in the drawings, so that it may be readily applied to the shaft without removing the same. Coacting with the brake-wheel 3 are brake-shoes 4 5, which are respectively pivoted to brake -levers 6, having rocking bearings at their lower ends in boxes 7. Brake-rods 8 connect the upperends of the levers 6 to oppositely-disposed arms 9 and 10 of an actuating-lever 11. A The brake-rods v8 extend through sleeves or boxes 12, having rocking connection with the upper ends of the levers 6, and nuts are engaged with screwt-hreaded portions of the rods at opposite sides of said sleeves. By this means the rods may be adjusted relatively to the levers 6 to adjust the bearing of the brake-shoes on the brake-wheel. The brake-shoes,as here shown,

vconsist of strips of wood or similar material seated in a metal casing attached to the brake-levers.

The upper end of the operating-lever ll connects with a piston-rod 13, which extends from a piston 14, operating in a cylinder 15. The piston 14 is moved in one direction by means ot' a spring 16, bearing at one end against the piston and at the other end against the head of the cylinder, and it is moved in the opposite direction by means of steam or other suitable motive agent. This motive agent passes to the cylinder through pipes 17 17a, and exhaust-pipes 18 and 18a lead from said cylinder. Communication is provided between'the pipes 17 17qd and pipes 18 18ai by a valve-casing 20, and it will be noted that the pipes 17a and 18 are respectively on a higher level than the pipes 17 and 18a. The

Ainlet and exhaust are controlled by a pistonvalve 19, operating in the valve-casing 20. This piston-valve controls the passage of the motive agent through the pipes 17 17a and controls the exhaust through the pipes 18 18a. An oil-cup 23 is arranged on the upper end of the valve-casing and communicates with the interior thereof. The upper end or head of the valve 19 is provided with an opening 24, in which a valve 25 operates. When the valve 19 moves in one direction, this valve 25 will be sufficiently opened to permit oil to pass through the opening 24 and thence through the pipe17a into the cylinder to lubricate the piston, and to prevent the forming of air-cushions at the ends of the valveheads communication is provided between the two ends ot' the casing by a pipe 21.

Supported at the stern of the vessel and extending below the same is a float-casing 26, which is entirely closed, excepting that it is provided with a port 27 at its lower end through which water may flow into and out of the iioat-casing. Movable in the iioat-cas ing is a float 28, which is guided and held from lateral movement by means of a cage 29 within the float-casing. The stem of the iloat extends upward through the upper end of the casing and connects with one arm of a T-lever 30, pivoted on abrackct 3l. From the oppositely-extended arms of the T-lever rods 32 and 33 extend to connections with oppositely-extended arms of a T-lever 34, pivoted IOO on a bracket 35, attached to the valve-casing 20. One arm of this T-lever 34 connects with the stem of the valve 19.

In operation should the stern of the vessel rise to lift the propeller-wheel more or less ont of the water, the iloat 28 will move downward by gravity, the water having run out of the casing 2G, and by this downward movement of the float the T-lever 30 will be rocked and, drawing upon the rod 33, will rock the T-lever 34: in such direction as to move the valve 19 downward, opening the passage from the pipe 17 into the cylinder at the rear of the piston. The steam or other motive agent thus admitted will move the piston 14 in the cylinder against the resistance of the spring 16, rocking the lever 11 in such direction as to cause the brake-levers G to move toward each other and engaging the brake-shoes with the brake-wheel, thus retarding the rotary movement of the propeller-shaft, or, in other words, preventing its racing while the propeller-wheel is out of the water. As the stern of the vessel'moves downward and the propeller-wheel is again submerged Water will enter the easing 26 through the port 27, causing the float 2S to rise and operating the parts to move the valve 19 upward, closing the inlet-port to the cylinder and opening the exhaust-port, and then the spring 1G will move the piston in such direction as to move the brake-shoes out of engagement with the brakewlieel, as indicated in Fig. 3.

I'Iaving thus described my invention, I claim as new and desire to secure by Letters Patent- 1. A governor' for a propeller-shaft, comprising a vbrake-shoe adapted for engaging with the shaft, a cylinder, a piston for operating in said cylinder, a valve for controlling a motive-agent supply to the cylinder, a connection between the piston and thebrake-shoe, and a float for controlling the movements of the valve, substantially as specified.

2. A governor for a propeller-shaft, comprising a brake-wheel mounted on the shaft, brake-shoes for engaging with said brakewheel, levers on which the brake-shoes are mounted, a T-lever having connection with said brake-levers, a cylinder, a piston operating in the cylinder and having connection with said T-lever, a spring for moving the piston in one direction, a motive-agent-supplypipe leading into the cylinder, an exhaust leading from the cylinder, a valve controlling said supply and exhaust, and a iioat for gprating said valve, substantially as speci- 3. A governor for a propellershaft,'com prising a brake-wheel mounted on the shaft, brake-shoes for engaging with said brakewheel, a cylinder, a piston operating in said cylinder and having operative connection with the brake-shoes, a motive-agent-supply pipe leading into said cylinder, an exhaust leading from said cylinder, a valve for controlling the supply and exhaust, a float-casing arranged at the stern of the vessel, a T- lever having connection with said float, a T- lever having connection with the stem of the valve, and connections between the opposite arms of said T-levers, substantially as specified.

4. A governor for a propeller-shaft, comprising brake-shoes, a cylinder, a piston operatingin said cylinder and having operative connection with the brake-shoes, a motivea-gent-supply pipe leading into the cylinder, an exhaust-pipe leading from the cylinder, a piston-valve for controlling said inlet and exhaust', a spring for moving the piston in one direction, a lioat casing supported at the stern of the vessel and having a port in its lower portion, a float operating in said casing, a T-lever with which the stem of said float connects, a T-lever with which the stem of the valve connects, guides for the lioat, and .rod connections between said two T-levers, substantially as specified.

5. A governor for a propeller-shaft, comprising brake-shoes adapted for braking connection with the shaft, a cylinder, a piston operating in said cylinder and having connections with the brake-shoes, a motive-agentsupply pipe leading into said cylinder, an exhaust-pipe leading from said cylinder,a valvecasing, a valve operating in said casing for controlling the inlet and exhaust, the said valve having an oil-passage, a valve for controlling said passage, an oil-cup on the valvecasing, and a l'loat for controlling the movements of the inlet and exhaust controlling valve, substantially as specified.

6. A governor for a ships propeller, comprisin g a steam-actuated brake mechanism for the propeller-shaft, a float-casing attached to IOO the vessel, and a float in said casing operating to control the movements of the brake, substantially as specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

FRANK SIMON CORMIER.

Vitnesses:

FRANK ARTHUR MCCULLY, GILBERT JOSEPH Ln BLANC.

IIO 

